CN107110055B

CN107110055B - Control device for internal combustion engine

Info

Publication number: CN107110055B
Application number: CN201580070680.7A
Authority: CN
Inventors: 市桥哲志; 米丸智巳; 鹰箸隆
Original assignee: Keihin Corp
Current assignee: Hitachi Astemo Ltd
Priority date: 2014-12-24
Filing date: 2015-12-11
Publication date: 2020-07-03
Anticipated expiration: 2035-12-11
Also published as: EP3239506A4; EP3239506A1; US20180038299A1; US10087863B2; WO2016104186A1; EP3239506B1; CN107110055A; JP6420365B2; JPWO2016104186A1

Abstract

In an internal combustion engine control device (100), a control unit (107b) controls the operating state of an internal combustion engine (1) on the basis of a difference [ delta ] TCC between a1 st temperature TCC corresponding to the temperature of a1 st portion of a wall portion of the internal combustion engine (1) that defines a combustion chamber and a2 nd temperature TE corresponding to the temperature of a2 nd portion of the wall portion that is on the outer wall surface side of the 1 st portion.

Description

Control device for internal combustion engine

Technical Field

The present invention relates to an internal combustion engine control device, and more particularly to an internal combustion engine control device applied to an internal combustion engine of a vehicle such as a motorcycle.

Background

In recent years, an electronically controlled internal combustion engine control device has been used for an internal combustion engine of a vehicle such as a motorcycle: the controller is used to electronically control the operating state of the internal combustion engine while coordinating the supply of fuel to the internal combustion engine, the supply of air, and the ignition of a mixture of fuel and air.

Specifically, the internal combustion engine control device has the following configuration: a fuel injection amount for achieving an appropriate air-fuel ratio in the internal combustion engine is calculated based on an intake air amount for the internal combustion engine obtained using respective detection signals from sensors such as an airflow sensor, a throttle opening sensor, and an intake manifold negative pressure sensor, an engine speed obtained using a detection signal from a crank angle sensor, and the like, fuel injection is performed for the internal combustion engine in accordance with the fuel injection amount, and ignition is performed for a mixture of intake air and injected fuel at a predetermined ignition timing. In this case, the internal combustion engine control device may set the limits of the fuel injection amount and the ignition timing, respectively, in consideration of characteristics relating to MBT (Minimum advance for the Best Torque) and knocking in the internal combustion engine. Further, among such internal combustion engine control devices, there is an internal combustion engine control device having a structure in which: the fuel injection amount and ignition timing of the air-fuel mixture are adjusted in accordance with the combustion state in the combustion chamber, using respective detection signals from sensors such as an in-cylinder pressure sensor, a knock sensor, and an ion current sensor.

Under the above circumstances, with regard to a method for controlling an engine, patent document 1 has the following configuration: the use of a crank angle sensor, an oxygen concentration sensor, a temperature sensor, a throttle opening sensor, an intake pipe pressure sensor, a hot-wire intake air amount sensor, an intake air temperature sensor, an exhaust pipe temperature sensor, and a catalyst temperature sensor prevents pre-ignition that causes ignition before ignition due to an increase in the in-cylinder temperature, and also appropriately handles ignition before ignition to prevent damage to the engine.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 9-273436

Disclosure of Invention

Problems to be solved by the invention

However, according to the studies of the present inventors, it is considered that the configuration of patent document 1 requires various additional sensors such as an oxygen concentration sensor, an intake pipe pressure sensor, a hot-wire intake air amount sensor, an exhaust pipe temperature sensor, and a catalyst temperature sensor, and the configuration is complicated, and the cost of the entire vehicle tends to increase.

Further, according to the studies by the present inventors, it is considered that in order to accurately capture combustion vibrations at the time of abnormal combustion such as knocking, which is evaluated to have a frequency of 5 to 10kHz, data sampling of a period of at least 100 μ s or less is required, and therefore, high responsiveness of a sensor, high speed of a reading circuit, and the like are required, and the structure thereof is further complicated, and the cost of the entire vehicle tends to further increase.

That is, it can be said that the present situation is expected to realize an internal combustion engine control device that can detect the combustion state in the combustion chamber and control the operation state of the internal combustion engine based on the combustion state by a simple structure that can be suitably applied to a vehicle such as a two-wheeled vehicle that is particularly required to be lightweight and small.

The present invention has been made in view of the above circumstances, and an object thereof is to provide an internal combustion engine control device capable of detecting a combustion state in a combustion chamber with a simple configuration and controlling an operation state of an internal combustion engine based on the combustion state.

Means for solving the problems

In order to achieve the above object, a1 st aspect of the present invention is an internal combustion engine control device having a control portion that controls at least one of supply of fuel, supply of air, and ignition of a mixture gas composed of the fuel and the air, thereby controlling an operating state of an internal combustion engine, in which the control portion controls the operating state of the internal combustion engine in accordance with a1 st temperature corresponding to a temperature of a1 st portion in a wall portion of the internal combustion engine partitioning a combustion chamber, and a2 nd temperature corresponding to a temperature of a2 nd portion in the wall portion on an outer wall surface side than the 1 st portion.

A2 nd aspect of the present invention is the control unit according to the 1 st aspect, wherein the control unit derives a value based on the 1 st temperature and the 2 nd temperature, sets a predetermined threshold value based on a torque of the internal combustion engine, and controls the operating state of the internal combustion engine based on the value and the predetermined threshold value.

The 3 rd aspect of the present invention is that, in addition to the 2 nd aspect, the value is a difference or a ratio of the 1 st temperature and the 2 nd temperature.

A 4 th aspect of the present invention is the control device according to the 2 nd or 3 rd aspect, wherein the control unit performs control to advance or retard the timing of ignition of the internal combustion engine based on a magnitude relation between the value and the predetermined threshold value, the predetermined threshold value being a threshold value corresponding to a knock level of the internal combustion engine.

The 5 th aspect of the present invention is an internal combustion engine control device having a control portion that controls at least one of supply of fuel, supply of air, and ignition of a mixture gas composed of the fuel and the air, thereby controlling an operation state of an internal combustion engine, in the internal combustion engine control device, the control portion derives a value based on the 1 st temperature and the 2 nd temperature, wherein the 1 st temperature corresponds to a temperature of a1 st portion in a wall portion of the internal combustion engine partitioning a combustion chamber, the 2 nd temperature corresponds to a temperature of a2 nd portion of the wall portion on the outer wall surface side than the 1 st portion, the control unit sets a predetermined threshold value corresponding to the ignition timing at which the torque of the internal combustion engine is maximized, the control unit controls the operating state of the internal combustion engine based on the value and the predetermined threshold value.

The 6 th aspect of the present invention is that, in addition to the 5 th aspect, the value is a difference or a ratio of the 1 st temperature and the 2 nd temperature.

A 7 th aspect of the present invention is the control device according to the 5 th or 6 th aspect, wherein the control unit performs control to advance or retard the timing of ignition of the internal combustion engine based on a magnitude relationship between the value and the predetermined threshold value.

An 8 th aspect of the present invention is an internal combustion engine control device having a control portion that controls at least one of supply of fuel, supply of air, and ignition of a mixture gas composed of the fuel and the air, thereby controlling an operation state of an internal combustion engine, in the internal combustion engine control device, the control portion derives a value based on the 1 st temperature and the 2 nd temperature, wherein the 1 st temperature corresponds to a temperature of a1 st portion in a wall portion of the internal combustion engine partitioning a combustion chamber, the 2 nd temperature corresponds to a temperature of a2 nd portion of the wall portion on the outer wall surface side than the 1 st portion, and the control unit sets a predetermined threshold value corresponding to a predetermined mass combustion crank angle of the internal combustion engine, the control unit controls the operating state of the internal combustion engine based on the value and the predetermined threshold value.

The 9 th aspect of the present invention is that, in addition to the 8 th aspect, the value is a difference or a ratio of the 1 st temperature and the 2 nd temperature.

A 10 th aspect of the present invention is the control device according to the 8 th or 9 th aspect, wherein the control unit performs control to advance or retard the timing of ignition of the internal combustion engine based on a magnitude relationship between the value and the predetermined threshold value.

An 11 th aspect of the present invention is an internal combustion engine control device having a control portion that controls at least one of supply of fuel, supply of air, and ignition of a mixture gas composed of the fuel and the air, thereby controlling an operation state of an internal combustion engine, in the internal combustion engine control device, the control portion controls the operating state of the internal combustion engine based on the 1 st temperature and the 2 nd temperature, wherein the 1 st temperature corresponds to a temperature of a1 st portion in a wall portion of the internal combustion engine partitioning a combustion chamber, the 2 nd temperature corresponds to a temperature of a2 nd portion of the wall portion on the outer wall surface side than the 1 st portion, the 1 st temperature is detected by a temperature sensor mounted at a mounting site on an intake valve side of the internal combustion engine as a temperature of the wall portion on the intake valve side of the internal combustion engine.

A 12 th aspect of the present invention is, in addition to the 11 th aspect, characterized in that the 1 st temperature sensor element of the temperature sensor is attached to the internal combustion engine so as to be exposed to the combustion chamber by means of a recess which is provided recessed from an inner wall surface of a wall portion of the internal combustion engine partitioning the combustion chamber and is open on the inner wall surface.

A 13 th aspect of the present invention is the internal combustion engine according to the 12 th aspect, wherein the temperature sensor is a single temperature sensor in which the 1 st temperature sensor element and the 2 nd temperature sensor element share a housing, and the control unit controls the operating state of the internal combustion engine using the 1 st temperature detected by the 1 st temperature sensor element and the 2 nd temperature detected by the 2 nd temperature sensor element.

A 14 th aspect of the present invention is an internal combustion engine control device having a control portion that controls at least one of supply of fuel, supply of air, and ignition of an air-fuel mixture composed of the fuel and the air, thereby controlling an operating state of an internal combustion engine, in which the control portion controls the operating state of the internal combustion engine in accordance with a difference between a1 st temperature and a2 nd temperature, the 1 st temperature corresponding to a wall surface temperature of a combustion chamber of the internal combustion engine, the 2 nd temperature corresponding to a representative temperature of the internal combustion engine.

A 15 th aspect of the present invention is, in addition to the 14 th aspect, the 1 st temperature, which is the wall surface temperature of the combustion chamber on an intake valve side of the internal combustion engine, is detected by a temperature sensor mounted at a mounting site on the intake valve side of the internal combustion engine.

A 16 th aspect of the present invention is the control unit according to the 14 th or 15 th aspect, wherein the control unit controls the timing of the ignition of the air-fuel mixture based on the difference between the 1 st temperature and the 2 nd temperature, thereby controlling the operating state of the internal combustion engine.

A 17 th aspect of the present invention is the control device according to the 16 th aspect, wherein the control unit performs control to advance or retard the timing of the ignition based on a magnitude relation between the difference between the 1 st and 2 nd temperatures and a predetermined threshold value set to include a1 st threshold value corresponding to a knock level of the internal combustion engine.

An 18 th aspect of the present invention is that, in addition to the 17 th aspect, the predetermined threshold value is set to include a2 nd threshold value corresponding to the timing of ignition that maximizes the torque of the internal combustion engine.

A 19 th aspect of the present invention is the internal combustion engine according to the 18 th aspect, wherein the predetermined threshold value is set to include a 3 rd threshold value corresponding to a predetermined mass combustion crank angle of the internal combustion engine.

A 20 th aspect of the present invention is an internal combustion engine control device including a control unit that controls an operating state of an internal combustion engine of a vehicle mounted with the internal combustion engine and a temperature sensor that detects temperature information on the internal combustion engine, using a temperature related to the internal combustion engine calculated based on temperature information, in the internal combustion engine control device, the control portion controls the operating state of the internal combustion engine using the temperature of the combustion chamber calculated from the temperature information of the combustion chamber detected by the 1 st temperature sensor element of the temperature sensor, the 1 st temperature sensor element is mounted to the internal combustion engine by way of a recess in such a manner as to be exposed to the combustion chamber, the recess is recessed from an inner wall surface of a wall portion of the internal combustion engine that partitions a combustion chamber, and is open on the inner wall surface.

Effects of the invention

According to the internal combustion engine control device of the 1 st aspect of the present invention, the control unit controls the operating state of the internal combustion engine based on the 1 st temperature and the 2 nd temperature, the 1 st temperature corresponding to the temperature of the 1 st portion of the wall portion of the internal combustion engine that defines the combustion chamber, and the 2 nd temperature corresponding to the temperature of the 2 nd portion of the wall portion that is on the outer wall surface side than the 1 st portion, so that the combustion state in the combustion chamber can be detected with a simple configuration, and the operating state of the internal combustion engine can be controlled based on the combustion state. In particular, since the 1 st temperature corresponding to the temperature of the 1 st portion to which the flame generated by the ignition of the air-fuel mixture in the combustion chamber is unlikely to propagate and the 2 nd temperature corresponding to the temperature of the 2 nd portion can be used as appropriate indicators indicating the adequacy/inadequacy of the combustion state in the combustion chamber, even in a transient temperature state such as warm-up of the internal combustion engine or a low temperature state caused by the operation of the internal combustion engine at a relatively low load, the combustion state in the combustion chamber can be grasped with high accuracy, and the operation state of the internal combustion engine can be controlled. Further, by appropriately controlling the operating state of the internal combustion engine in this way, the fuel consumption rate of the internal combustion engine can be improved. Further, in the conventional internal combustion engine, the threshold value of the ignition timing corresponding to the occurrence of knocking is set to be large toward the retard side in consideration of the individual difference, and therefore there is room for improvement in efficiency, but according to the internal combustion engine control device of the aspect 1 of the present invention, the threshold value of the ignition timing can be made to be on the more advance side in consideration of the individual difference of the internal combustion engine, and therefore the internal combustion engine can be made more efficient. In particular, since the cooling capacity of the internal combustion engine can be considered from the 1 st temperature and the 2 nd temperature, for example, when the cooling capacity is sufficient, the ignition timing can be further advanced, and the internal combustion engine can be more efficiently operated. Further, in the knock sensor, the higher the engine speed of the vehicle, the more likely it is that it is difficult to determine the occurrence of knocking due to vibration caused by various factors of the vehicle, and in view of this, the 1 st temperature and the 2 nd temperature are detected instead of detecting vibration by the knock sensor, whereby the occurrence of knocking can be appropriately suppressed.

Further, according to the internal combustion engine control device of claim 2 of the present invention, the control portion derives the values based on the 1 st temperature and the 2 nd temperature, sets the predetermined threshold value according to the torque of the internal combustion engine, and controls the operating state of the internal combustion engine according to the values and the predetermined threshold value, so that the operating state of the internal combustion engine can be appropriately controlled according to the values and the predetermined threshold value

Further, according to the internal combustion engine control device of claim 3 of the present invention, since the value is the difference or ratio between the 1 st temperature and the 2 nd temperature, the operating state of the internal combustion engine can be appropriately controlled based on the difference or ratio between the 1 st temperature and the 2 nd temperature and the predetermined threshold value.

Further, according to the internal combustion engine control device of claim 4 of the present invention, the control unit performs control for advancing or retarding the ignition timing of the internal combustion engine based on a magnitude relationship between the value and a predetermined threshold value, and since the predetermined threshold value is a threshold value corresponding to a knock level of the internal combustion engine, it is possible to control the ignition timing with high accuracy and to control with high accuracy so as to suppress occurrence of knocking with respect to an operating state of the internal combustion engine.

Further, according to the internal combustion engine control device of the 5 th aspect of the present invention, the control unit derives the value based on the 1 st temperature corresponding to the temperature of the 1 st portion of the wall portion of the internal combustion engine partitioning the combustion chamber and the 2 nd temperature corresponding to the temperature of the 2 nd portion of the wall portion on the outer wall surface side than the 1 st portion, and sets the predetermined threshold corresponding to the timing of ignition at which the torque of the internal combustion engine is maximized, and controls the operating state of the internal combustion engine based on the value and the predetermined threshold. In particular, since the 1 st temperature corresponding to the temperature of the 1 st portion to which the flame generated by the ignition of the air-fuel mixture in the combustion chamber is unlikely to propagate and the 2 nd temperature corresponding to the temperature of the 2 nd portion can be used as appropriate indicators indicating the adequacy/inadequacy of the combustion state in the combustion chamber, even in a transient temperature state such as warm-up of the internal combustion engine or a low temperature state caused by the operation of the internal combustion engine at a relatively low load, the combustion state in the combustion chamber can be grasped with high accuracy, and the operation state of the internal combustion engine can be controlled. Further, by appropriately controlling the operating state of the internal combustion engine in this way, the fuel consumption rate of the internal combustion engine can be improved. Further, in the conventional internal combustion engine, the threshold value of the ignition timing corresponding to the occurrence of knocking is set to be large toward the retard side in consideration of the individual difference, and therefore there is room for improvement in efficiency, but according to the internal combustion engine control device of the aspect 5 of the present invention, the threshold value of the ignition timing can be made to be on the more advance side in consideration of the individual difference of the internal combustion engine, and therefore the internal combustion engine can be made more efficient. In particular, since the cooling capacity of the internal combustion engine can be considered from the 1 st temperature and the 2 nd temperature, for example, when the cooling capacity is sufficient, the ignition timing can be further advanced, and the internal combustion engine can be more efficiently operated. Further, it is possible to control the ignition timing with higher accuracy, and control the operating state of the internal combustion engine with higher accuracy so that the maximum torque is generated. Further, in the knock sensor, the higher the engine speed of the vehicle, the more likely it is that it is difficult to determine the occurrence of knocking due to vibration caused by various factors of the vehicle, and in view of this, the 1 st temperature and the 2 nd temperature are detected instead of detecting vibration by the knock sensor, whereby the occurrence of knocking can be appropriately suppressed.

Further, according to the internal combustion engine control device of the 6 th aspect of the present invention, since the value is the difference or ratio between the 1 st temperature and the 2 nd temperature, the operating state of the internal combustion engine can be appropriately controlled based on the difference or ratio between the 1 st temperature and the 2 nd temperature and the predetermined threshold value.

Further, according to the internal combustion engine control device of claim 7 of the present invention, since the control unit performs the control of advancing or retarding the ignition timing of the internal combustion engine on the basis of the magnitude relationship between the value and the predetermined threshold value, it is possible to control the ignition timing with high accuracy and to control the operating state of the internal combustion engine with high accuracy.

Further, according to the internal combustion engine control device of claim 8 of the present invention, the control unit derives values based on the 1 st temperature and the 2 nd temperature, sets a predetermined threshold corresponding to a predetermined mass combustion crank angle of the internal combustion engine, and controls the operating state of the internal combustion engine based on the values and the predetermined threshold, the 1 st temperature corresponding to a temperature of the 1 st portion of a wall portion of the internal combustion engine partitioning the combustion chamber, and the 2 nd temperature corresponding to a temperature of the 2 nd portion of the wall portion on the outer wall surface side with respect to the 1 st portion, so that the combustion state in the combustion chamber can be detected with a simple configuration, and the operating state of the internal combustion engine can be controlled based on the combustion state. In particular, since the 1 st temperature corresponding to the temperature of the 1 st portion to which the flame generated by the ignition of the air-fuel mixture in the combustion chamber is unlikely to propagate and the 2 nd temperature corresponding to the temperature of the 2 nd portion can be used as appropriate indicators indicating the adequacy/inadequacy of the combustion state in the combustion chamber, even in a transient temperature state such as warm-up of the internal combustion engine or a low temperature state caused by the operation of the internal combustion engine at a relatively low load, the combustion state in the combustion chamber can be grasped with high accuracy, and the operation state of the internal combustion engine can be controlled. Further, by appropriately controlling the operating state of the internal combustion engine in this way, the fuel consumption rate of the internal combustion engine can be improved. Further, in the conventional internal combustion engine, the threshold value of the ignition timing corresponding to the occurrence of knocking is set to be large toward the retard side in consideration of the individual difference, and therefore there is room for improvement in efficiency, but according to the internal combustion engine control device of the 8 th aspect of the present invention, the threshold value of the ignition timing can be made to be on the more advance side in consideration of the individual difference of the internal combustion engine, and therefore the internal combustion engine can be made more efficient. In particular, since the cooling capacity of the internal combustion engine can be considered from the 1 st temperature and the 2 nd temperature, for example, when the cooling capacity is sufficient, the ignition timing can be further advanced, and the internal combustion engine can be more efficiently operated. Further, the ignition timing can be controlled with higher accuracy and the operating state of the internal combustion engine can be controlled with higher accuracy in accordance with the predetermined mass combustion crank angle. Further, in the knock sensor, the higher the engine speed of the vehicle, the more likely it is that it is difficult to determine the occurrence of knocking due to vibration caused by various factors of the vehicle, and in view of this, the 1 st temperature and the 2 nd temperature are detected instead of detecting vibration by the knock sensor, whereby the occurrence of knocking can be appropriately suppressed.

Further, according to the internal combustion engine control device of the 9 th aspect of the present invention, since the value is the difference or ratio between the 1 st temperature and the 2 nd temperature, the operating state of the internal combustion engine can be appropriately controlled based on the difference or ratio between the 1 st temperature and the 2 nd temperature and the predetermined threshold value.

Further, according to the internal combustion engine control device of the 10 th aspect of the present invention, since the control unit performs the control of advancing or retarding the ignition timing of the internal combustion engine based on the magnitude relation between the value and the predetermined threshold value, it is possible to control the ignition timing with high accuracy and to control the operating state of the internal combustion engine with high accuracy.

Further, according to the control device of the internal combustion engine of the 11 th aspect of the present invention, the control portion controls the operating state of the internal combustion engine based on the 1 st temperature and the 2 nd temperature, wherein the 1 st temperature corresponds to a temperature of the 1 st portion of the wall portion of the internal combustion engine partitioning the combustion chamber, the 2 nd temperature corresponds to a temperature of the 2 nd portion of the wall portion on the outer wall surface side than the 1 st portion, and the 1 st temperature is detected as a temperature of the wall portion on the intake valve side of the internal combustion engine by the temperature sensor attached to the attachment portion on the intake valve side of the internal combustion engine, so that the combustion state in the combustion chamber can be detected with a simple configuration, and the operating state of the internal combustion engine can be controlled based on the combustion state. In particular, since the 1 st temperature corresponding to the temperature of the 1 st portion to which the flame generated by the ignition of the air-fuel mixture in the combustion chamber is unlikely to propagate and the 2 nd temperature corresponding to the temperature of the 2 nd portion can be used as appropriate indicators indicating the adequacy/inadequacy of the combustion state in the combustion chamber, even in a transient temperature state such as warm-up of the internal combustion engine or a low temperature state caused by the operation of the internal combustion engine at a relatively low load, the combustion state in the combustion chamber can be grasped with high accuracy, and the operation state of the internal combustion engine can be controlled. Further, by appropriately controlling the operating state of the internal combustion engine in this way, the fuel consumption rate of the internal combustion engine can be improved. Further, in the conventional internal combustion engine, the threshold value of the ignition timing corresponding to the occurrence of knocking is set to be large toward the retard side in consideration of the individual difference, and therefore there is room for improvement in efficiency, but according to the internal combustion engine control device of the 11 th aspect of the present invention, the threshold value of the ignition timing can be made to be on the more advance side in consideration of the individual difference of the internal combustion engine, and therefore the internal combustion engine can be made more efficient. In particular, since the cooling capacity of the internal combustion engine can be considered from the 1 st temperature and the 2 nd temperature, for example, when the cooling capacity is sufficient, the ignition timing can be further advanced, and the internal combustion engine can be more efficiently operated. Further, the temperature of the wall portion on the intake valve side of the internal combustion engine, which significantly shows a tendency that the flame generated by the mixture in the combustion chamber being ignited is not easily propagated, can be used as the 1 st temperature, and the combustion state in the combustion chamber can be reliably detected using the 1 st temperature, and the operating state of the internal combustion engine can be controlled based on the combustion state. Further, in the knock sensor, the higher the engine speed of the vehicle, the more likely it is that it is difficult to determine the occurrence of knocking due to vibration caused by various factors of the vehicle, and in view of this, the 1 st temperature and the 2 nd temperature are detected instead of detecting vibration by the knock sensor, whereby the occurrence of knocking can be appropriately suppressed.

Further, according to the internal combustion engine control device of the 12 th aspect of the present invention, since the 1 st temperature sensor element of the temperature sensor is attached to the internal combustion engine so as to be exposed to the combustion chamber via the concave portion, and the concave portion is provided so as to be recessed from the inner wall surface of the wall portion of the internal combustion engine partitioning the combustion chamber and is opened to the inner wall surface, the 1 st temperature can be detected by the 1 st temperature sensor element with a simple configuration, and the operating state of the internal combustion engine can be controlled based on such a detected temperature. In particular, by disposing the 1 st temperature sensor element in the housing of the temperature sensor so as to correspond to the recess which is opened and recessed from the inner wall surface of the cylinder head or the cylinder block defining the combustion chamber, it is possible to alleviate the impact received by the combustion flow, directly detect the 1 st temperature, accurately grasp the combustion state in the combustion chamber using the 1 st temperature, and control the operating state of the internal combustion engine.

Further, according to the internal combustion engine control device of claim 13 of the present invention, since the temperature sensor is a single temperature sensor in which the 1 st temperature sensor element and the 2 nd temperature sensor element share the common housing, and the control unit controls the operating state of the internal combustion engine using the 1 st temperature detected by the 1 st temperature sensor element and the 2 nd temperature detected by the 2 nd temperature sensor element, the configuration of the temperature sensor can be simplified, and the 1 st temperature and the 2 nd temperature can be detected.

Further, according to the internal combustion engine control device of claim 14 of the present invention, since the control portion controls the operating state of the internal combustion engine based on the difference between the 1 st temperature corresponding to the wall surface temperature of the combustion chamber of the internal combustion engine and the 2 nd temperature corresponding to the representative temperature of the internal combustion engine, it is possible to detect the combustion state in the combustion chamber with a simple configuration and control the operating state of the internal combustion engine based on the combustion state. In particular, the difference between the wall surface temperature of the combustion chamber, to which the flame generated by the ignition of the air-fuel mixture in the combustion chamber is unlikely to propagate, and the engine representative temperature, which typically represents the temperature of the cylinder block including the combustion chamber as the temperature of the engine, can be used as an appropriate indicator for indicating the adequacy/inadequacy of the combustion state in the combustion chamber. Further, by appropriately controlling the operating state of the internal combustion engine in this way, the fuel consumption rate of the internal combustion engine can be improved.

Further, according to the internal combustion engine control device of the 15 th aspect of the present invention, since the 1 st temperature is detected by the temperature sensor attached to the attachment site of the internal combustion engine on the intake valve side as the wall surface temperature of the combustion chamber on the intake valve side of the internal combustion engine, it is possible to use, as the 1 st temperature, the wall surface temperature of the combustion chamber on the intake valve side of the internal combustion engine which significantly shows a tendency that a flame generated by ignition of the air-fuel mixture in the combustion chamber is less likely to propagate, and it is possible to reliably detect the combustion state in the combustion chamber using the 1 st temperature and control the operating state of the internal combustion engine in accordance with the combustion state.

Further, according to the internal combustion engine control device of the 16 th aspect of the present invention, the control portion controls the operating state of the internal combustion engine by controlling the ignition timing of the air-fuel mixture based on the difference between the 1 st temperature and the 2 nd temperature, and therefore, it is possible to appropriately control the ignition timing and the operating state of the internal combustion engine.

Further, according to the internal combustion engine control device of the 17 th aspect of the present invention, the control unit performs the control of advancing or retarding the timing of ignition based on the magnitude relation between the difference between the 1 st temperature and the 2 nd temperature and the predetermined threshold value, and sets the predetermined threshold value to include the 1 st threshold value corresponding to the knock level of the internal combustion engine, so that it is possible to control the ignition timing with high accuracy and to control with high accuracy the occurrence of knocking with respect to the operating state of the internal combustion engine.

Further, according to the internal combustion engine control device of claim 18 of the present invention, since the predetermined threshold value is set to include the 2 nd threshold value corresponding to the ignition timing at which the torque of the internal combustion engine is maximized, the ignition timing can be controlled with higher accuracy, and the generation of the maximum torque can be controlled with higher accuracy with respect to the operating state of the internal combustion engine.

Further, according to the internal combustion engine control device of the 19 th aspect of the present invention, since the predetermined threshold value is set to include the 3 rd threshold value corresponding to the predetermined mass combustion crank angle of the internal combustion engine, it is possible to control the ignition timing more accurately and control the operating state of the internal combustion engine more accurately in accordance with the predetermined mass combustion crank angle.

Further, according to the internal combustion engine control device of the 20 th aspect of the present invention, the control portion controls the operating state of the internal combustion engine using the temperature of the combustion chamber calculated from the temperature information of the combustion chamber detected by the 1 st temperature sensor element of the temperature sensor, and the 1 st temperature sensor element is attached to the internal combustion engine so as to be exposed to the combustion chamber via the recess portion that is recessed from the inner wall surface of the wall portion of the internal combustion engine that partitions the combustion chamber and that is open on the inner wall surface, so that the temperature of the combustion chamber of the internal combustion engine and the like can be detected with a simple configuration, and the operating state of the internal combustion engine can be controlled based on such detected temperature. In particular, by disposing the 1 st temperature sensor element in the housing of the temperature sensor so as to correspond to the recess which is opened and recessed from the inner wall surface of the cylinder head or the cylinder block defining the combustion chamber, it is possible to alleviate the impact received by the combustion flow, directly detect the temperature of the combustion chamber, accurately grasp the combustion state in the combustion chamber using the temperature of the combustion chamber, and control the operating state of the internal combustion engine.

Drawings

Fig. 1 is a schematic diagram showing the configuration of an internal combustion engine and an internal combustion engine control device applied to the internal combustion engine in the embodiment of the present invention.

Fig. 2 is an enlarged cross-sectional view of a main portion showing a mounting structure of an intake side temperature sensor in the internal combustion engine control device of the present embodiment.

Fig. 3A is a main part circuit diagram showing a wiring structure of an intake side temperature sensor in the internal combustion engine control device of the present embodiment, and fig. 3B is a main part circuit diagram showing a modification of the wiring structure of the intake side temperature sensor in the internal combustion engine control device of the present embodiment.

Fig. 4A is a flowchart showing a flow of a sensor correction process at the time of the power-on of the cooler in the internal combustion engine control device of the present embodiment, and fig. 4B is a flowchart showing a flow of an engine operation state control process in the operation of the internal combustion engine in the internal combustion engine control device of the present embodiment.

Fig. 5A is a schematic diagram showing a characteristic curve of the relationship between the torque of the internal combustion engine and the knock generation threshold value used in the engine operating state control process of the internal combustion engine control device of the present embodiment, fig. 5B is a schematic diagram showing table data of the relationship between the engine speed and the throttle opening degree and the MBT threshold value used in the engine operating state control process of the internal combustion engine control device of the present embodiment, and fig. 5C is a schematic diagram showing table data of the relationship between the engine speed and the throttle opening degree and the mass combustion point threshold value used in the engine operating state control process of the internal combustion engine control device of the present embodiment.

Fig. 6 is a timing chart of the engine operating state control process at the time of vehicle acceleration in the engine control device according to the present embodiment.

Fig. 7 is a graph showing the relationship between the torque and the difference between the 1 st temperature and the 2 nd temperature for the main internal combustion engine and the internal combustion engine that exhibits individual differences with respect to the main internal combustion engine in the present embodiment.

Fig. 8 is a flowchart showing a flow of the engine operating state control process in the modification of the present embodiment.

Fig. 9 is a flowchart showing a flow of an engine operating state control process in another modification of the present embodiment.

Fig. 10 is a flowchart showing a flow of an engine operating state control process in still another modification of the present embodiment.

Detailed Description

Hereinafter, an internal combustion engine control device according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings as appropriate.

[ Structure of internal Combustion Engine ]

First, the configuration of an internal combustion engine to which the internal combustion engine control device according to the present embodiment is applied will be described with reference to fig. 1.

Fig. 1 is a schematic diagram showing the configuration of an internal combustion engine and an internal combustion engine control device applied to the internal combustion engine in the present embodiment.

As shown in fig. 1, an internal combustion engine 1 is mounted on a vehicle such as a motorcycle, not shown, and includes a cylinder block 2, and the cylinder block 2 has 1 or a plurality of cylinders 2 a. A coolant passage 3 through which coolant for cooling the cylinder block 2 flows is formed in a side wall of a portion of the cylinder block 2 corresponding to the cylinder 2 a. In fig. 1, for convenience, an example in which the number of cylinders 2a is only 1 is shown.

A piston 4 is disposed inside the cylinder 2 a. The piston 4 is coupled to a crankshaft 6 via a connecting rod 5. The crankshaft 6 is provided with a magnetic resistance distribution head 7 that rotates coaxially with the crankshaft 6. A plurality of teeth 7a arranged in a predetermined pattern in the circumferential direction are provided upright on the outer circumferential surface of the magnetoresistive head 7.

A cylinder head 8 is mounted on the upper portion of the cylinder block 2. The inner wall surface of the cylinder block 2, the upper surface of the piston 4, and the inner wall surface of the cylinder head 8 cooperate to define a combustion chamber 9 of the cylinder 2 a.

The cylinder head 8 is provided with an ignition plug 10 that ignites an air-fuel mixture of fuel and air in the combustion chamber 9. The number of the ignition plugs 10 for each combustion chamber 9 may be plural.

An intake pipe 11 that communicates with the combustion chamber 9 is attached to the cylinder head 8. An intake passage 11a is formed in the cylinder head 8 to allow the combustion chamber 9 and the intake pipe 11 to communicate with each other. An intake valve 12 is provided at a corresponding connection site of the combustion chamber 9 and the intake passage 11 a. In addition, the intake pipe 11 may be a manifold corresponding to the number of cylinders 2a, and the number of intake passages 11a is equal to the number of cylinders 2 a. The number of intake valves 12 for each combustion chamber 9 may be plural.

An injector 13 for injecting fuel into the intake pipe 11 is provided. A throttle valve 14 is provided in the intake pipe 11 on the upstream side of the injector 13. The throttle valve 14 is a component of a throttle device, not shown, and a main body of the throttle device is attached to the intake pipe 11. The injector 13 may be an injector that directly injects fuel into the corresponding combustion chamber 9. The number of injectors 13 and the number of throttle valves 14 may be plural.

Further, an exhaust pipe 15 communicating with the combustion chamber 9 is attached to the cylinder head 8. An exhaust passage 15a for allowing the combustion chamber 9 and the exhaust pipe 15 to communicate with each other is formed in the cylinder head 8. An exhaust valve 16 is provided at a corresponding connection point of the combustion chamber 9 and the exhaust passage 15 a. In addition, the exhaust pipes 15 may be manifolds corresponding to the number of cylinders 2a, and the number of exhaust passages 15a is equal to the number of cylinders 2a and exhaust pipes 15. The number of exhaust valves 16 for each combustion chamber 9 may be plural.

[ Structure of internal Combustion Engine control device ]

Next, the configuration of the internal combustion engine control device according to the present embodiment will be described with reference to fig. 1.

As shown in fig. 1, the internal combustion engine Control device 100 of the present embodiment includes an ECU (Electronic Control Unit) 106 electrically connected to a water temperature sensor 101, a crank angle sensor 102, an intake air temperature sensor 103, a throttle opening sensor 104, and an intake side temperature sensor 105.

The water temperature sensor 101 is attached to the cylinder block 2 so as to enter the coolant passage 3, detects the temperature of the coolant flowing through the coolant passage 3 as a representative temperature of the internal combustion engine 1 (engine representative temperature TE) representative of the temperature of the internal combustion engine 1, and inputs an electric signal indicative of the engine representative temperature TE detected in this way to the ECU 106. That is, the engine representative temperature TE representatively indicates the temperature of the cylinder block 2 including the combustion chamber 9 of the internal combustion engine 1 as the temperature of the internal combustion engine 1.

The crank angle sensor 102 is attached to a lower housing, not shown, which is assembled to the lower portion of the cylinder block 2 so as to face the teeth 7a formed on the outer peripheral surface of the reluctance-distribution head 7, and detects the teeth 7a that rotate with the rotation of the crankshaft 6, thereby detecting the rotation speed of the crankshaft 6 as the rotation speed of the internal combustion engine 1 (engine rotation speed NE). The crank angle sensor 102 inputs an electric signal indicating the engine speed NE thus detected to the ECU 106.

The intake air temperature sensor 103 is attached to the intake pipe 11 so as to enter the intake pipe 11, detects the temperature of the air flowing into the intake pipe 11 as an intake air temperature TA, and inputs an electric signal indicating the thus detected intake air temperature TA to the ECU 106.

The throttle opening sensor 104 is attached to a body portion of the throttle device, detects the opening of the throttle valve 14 as a throttle opening TH, and inputs an electric signal indicating the detected throttle opening TH to the ECU 106.

The intake-side temperature sensor 105 is attached to the cylinder block 2 or the cylinder head 8 so as to detect a wall surface temperature TCC on the intake valve 12 side (an inner wall surface temperature on the intake valve 12 side and on the combustion chamber 9 side in the cylinder block 2 or the cylinder head 8) which is a portion to which flame generated by ignition of the air-fuel mixture in the combustion chamber 9 by the ignition plug 10 is unlikely to propagate, and inputs an electric signal indicating the wall surface temperature TCC on the intake valve 12 side thus detected to the ECU 106. Here, the wall surface temperature TCC on the intake valve 12 side is a temperature at a portion where flame generated by ignition of the air-fuel mixture in the combustion chamber 9 is unlikely to propagate, and therefore is a temperature that sensitively reacts to the state of combustion of the air-fuel mixture in the combustion chamber 9. On the other hand, since the representative engine temperature TE is detected by the water temperature sensor 101 in the present embodiment, and representatively indicates the temperature of the cylinder block 2 including the combustion chamber 9 of the internal combustion engine 1 as the temperature of the internal combustion engine 1, the representative engine temperature TE is a temperature that does not sensitively react to the state of combustion of the air-fuel mixture in the combustion chamber 9, as compared with the wall surface temperature TCC on the intake valve 12 side. Further, as the wall surface temperature TCC, it is also possible to use the wall surface temperature of the cylinder block 2 or the like detected by a temperature sensor other than the intake side temperature sensor 105 as the temperature sensitively responding to the state of combustion of the air-fuel mixture in the combustion chamber 9, and as the engine representative temperature TE, it is also possible to use the temperature detected by a temperature sensor other than the water temperature sensor 101 as the temperature representative of the temperature of the internal combustion engine 1. As the representative engine temperature TE, for example, a temperature required for cooling and heat dissipation of the internal combustion engine 1 in consideration of the cooling capacity of the internal combustion engine 1, such as the oil temperature of the internal combustion engine 1, can be used. The engine representative temperature TE can be detected directly by a temperature sensor or can also be estimated. In the case where the internal combustion engine 1 is an air-cooled internal combustion engine, the engine representative temperature TE may be estimated in consideration of the influence of wind on the internal combustion engine 1 in accordance with the traveling speed of the vehicle.

The ECU 106 operates using electric power from a battery provided in the vehicle. The ECU 106 has a microcomputer 107, and the microcomputer 107 has a memory 107a and a CPU (Central Processing Unit) 107 b. The CPU 107b functions as a control unit and executes various control processes of the vehicle, such as a sensor correction process and an engine operating state control process.

The memory 107a is configured by a nonvolatile storage device, and stores control programs and control data for sensor correction processing, engine operating state control processing, and the like.

The CPU 107b controls the overall operation of the ECU 106 using electric signals from the water temperature sensor 101, the crank angle sensor 102, the intake air temperature sensor 103, the throttle opening sensor 104, and the intake side temperature sensor 105.

[ Structure of intake-side temperature sensor ]

Next, a specific configuration of the intake side temperature sensor 105 according to the present embodiment will be described in more detail with reference to fig. 2 to 3B.

Fig. 2 is an enlarged cross-sectional view of a main portion showing a mounting structure of the intake side temperature sensor 105 in the internal combustion engine control device 100 of the present embodiment. Fig. 3A is a main circuit diagram showing a wiring structure of the intake side temperature sensor 105 in the internal combustion engine control device 100 according to the present embodiment, and fig. 3B is a main circuit diagram showing a modification of the wiring structure of the intake side temperature sensor 105 in the internal combustion engine control device 100 according to the present embodiment.

As shown in fig. 2, the intake side temperature sensor 105 mainly has: a case 105b made of brass or the like having sufficient heat resistance and strength; and a1 st sensor element 105c and a2 nd sensor element 105d each of which is provided and sealed in the case 105b and is typically a thermistor. In fig. 2, the intake-side temperature sensor 105 is attached to the cylinder head 8 as an example, but may be attached to the cylinder block 2 as needed.

The housing 105b is a hollow cylindrical member having a housing space therein, and is attached to the cylinder head 8 through a through hole 8d fitted or screwed between the through inner wall surface 8b and the outer wall surface 8c of the cylinder head 8. Here, the inner wall surface 8b of the cylinder head 8 is a part of a partition wall surface that partitions the combustion chamber 9, and the outer wall surface 8c of the cylinder head 8 is a part of a partition wall surface that is in contact with the atmosphere. The through hole 8d of the cylinder head 8 has a recess 8e, the recess 8e being a portion opened in the inner wall surface 8b, being provided recessed from the inner wall surface 8b toward the outer wall surface 8c, being a small diameter portion having a circular cross section, and having a step portion 8f at a changed surface where a regular portion of the through hole 8d is changed to the recess 8e as the small diameter portion. That is, in the process of inserting the housing 105b into the regular portion of the through hole 8d to be fitted or screwed, the front end portion of the housing 105b (the innermost portion of the through hole 8 d) abuts against the step portion 8f, whereby the housing 105b is mounted to the cylinder head 8 in a state where the housing 105b is positioned with respect to the cylinder head 8 and the front end portion of the housing 105b is exposed to the combustion chamber 9 via the recess portion 8 e. The depth of the recess 8e of the cylinder head 8 depends on the size and shape of the combustion chamber 9, but is usually sufficient if it is about several millimeters. The diameter of the recess 8e of the cylinder head 8 depends on the diameters of the housing 105b and the through hole 8d, but is usually sufficient if it is about several millimeters. The case 105b may be a square tubular member, and the shapes of the through hole 8d and the recess 8e may be defined in accordance therewith. When the intake side temperature sensor 105 is attached to the cylinder block 2, the housing 105b is fitted or screwed into a through hole penetrating between the inner wall surface 2b and the outer wall surface 2c in the cylinder block 2.

The 1 st sensor element 105c is fixed to the front end portion in the housing 105 b. Thus, in a state where the housing 105b is fitted or screwed to the through hole 8d, the 1 st sensor element 105c is disposed at the innermost portion of the through hole 8d, is adjacent to the recess 8e of the through hole 8d via the wall portion of the front end portion of the housing 105b, and exhibits an electrical characteristic value, specifically a resistance value, corresponding to the surface temperature of the inner wall surface 8b on the combustion chamber 9 side in the cylinder head 8, that is, the temperature of the combustion chamber 9. The position of the 1 st sensor element 105c in the hole axis direction of the through hole 8d may be the same position as the inner wall surface 8b or may be a position closer to the outer wall surface 8c than the inner wall surface 8 b.

The 2 nd sensor element 105d is fixedly provided in the housing 105b so as to correspond to the position of the outer wall surface 8c within a range not extending outside from the outer wall surface 8c of the cylinder head 8. Thus, in a state where the housing 105b is fitted or screwed into the through hole 8d, the 2 nd sensor element 105d is disposed in the cylinder head 8 in the vicinity of the outer wall surface 8c of the cylinder head 8, and exhibits an electrical characteristic value, specifically a resistance value, corresponding to the outer wall portion temperature on the outside of the cylinder head 8, that is, the representative temperature of the internal combustion engine 1. In the hole axis direction of the through hole 8d, the position of the 2 nd sensor element 105d may be the same as the outer wall surface 8c or may be closer to the inner wall surface 8b side than the outer wall surface 8c as long as the position is closer to the outer wall surface 8c than the 1 st sensor element 105 c. In addition, it is preferable that the 1 st sensor element 105c and the 2 nd sensor element 105d are manufactured by cutting them from a common base material (for example, a single and common sintered material when the base material is a sintered material) from the viewpoint of accurately matching both temperature gradient constants. When the cylinder head 8 is provided with a coolant flow passage, the 1 st sensor element 105c and the 2 nd sensor element 105d are preferably arranged with the coolant flow passage therebetween. Note that the 1 st sensor element 105c and the 2 nd sensor element 105d are not necessarily provided on both sides, and when only the temperature of the combustion chamber 9 is directly detected, the 2 nd sensor element 105d may be omitted and replaced with a temperature sensor disposed in a coolant flow path of the cylinder head 8.

Further, as shown in fig. 3A, the 1 st sensor element 105c and the 2 nd sensor element 105d are individually electrically connected to the CPU 107b of the microcomputer 107 housed in the case 106a of the ECU 106 via the corresponding 2 electric wirings 105a1 and 105a2, respectively. In the above-described electrical connection structure, the output voltages corresponding to the respective resistance values of the 1 st sensor element 105c and the 2 nd sensor element 105d are input to the CPU 107b via the 2 electrical wirings 105a1 and 105a2, so the CPU 107b can calculate the temperature of the combustion chamber 9, the representative temperature of the internal combustion engine 1, and the temperature difference (temperature difference) between the temperature of the combustion chamber 9 and the representative temperature of the internal combustion engine 1.

Here, the temperature of the combustion chamber 9 directly reflects the combustion state of the air-fuel mixture in the combustion chamber 9 according to the propagation state of the flame generated by the ignition of the air-fuel mixture in the combustion chamber 9, the variation cycle is relatively short, the representative temperature of the internal combustion engine 1 representatively indicates the temperature of the cylinder block 2 including the combustion chamber 9 of the internal combustion engine 1, and as the temperature of the internal combustion engine 1, the temperature does not sensitively react to the combustion state of the air-fuel mixture in the combustion chamber 9 as compared with the temperature of the combustion chamber 9, and the variation cycle is relatively long, so that the difference between them is a large value when the combustion state in the combustion chamber 9 is good, and on the other hand, when the ignition timing is in a retarded state and the output of the internal combustion engine 1 is low, the difference is a small value. Therefore, the temperature difference between the temperature of the combustion chamber 9 and the representative temperature of the internal combustion engine 1 is an index indicating the good/bad combustion state in the combustion chamber 9. Therefore, the CPU 107b can control the operating state of the internal combustion engine 1 to a more favorable state by controlling the ignition timing and the like so that the combustion state in the combustion chamber 9 becomes a more favorable state using the temperature difference.

Further, the electrical connection structure of the 1 st sensor element 105c and the 2 nd sensor element 105d can be further simplified, and as in the modification shown in fig. 3B, the 1 st sensor element 105c and the 2 nd sensor element 105d can be electrically connected to the CPU 107B of the microcomputer 107 housed in the case 106a of the ECU 106 via 1 single electrical wiring 105 a. In the above connection structure, a single output voltage corresponding to the combined resistance value of the respective resistance values of the 1 st sensor element 105c and the 2 nd sensor element 105d is input to the CPU 107b via the 1 electric wiring 105a, so the electrical connection structure can be simplified, and typically, the CPU 107b can calculate the temperature difference (temperature difference) between the temperature of the combustion chamber 9 and the representative temperature of the internal combustion engine 1 from the output voltage value.

The internal combustion engine control device 100 having the above-described configuration detects the combustion state in the combustion chamber 9 and controls the operating state of the internal combustion engine 1 with a simple configuration by executing the sensor correction processing at the time of cold power supply on and the engine operating state control processing during the operation of the internal combustion engine 1, which are described below. Hereinafter, the operation of the engine control device 100 when the sensor correction process at the time of the cold power supply on and the engine operation state control process during the operation of the internal combustion engine 1 are executed will be described in detail with further reference to fig. 4A to 5C.

[ sensor correction processing at the time of power-on of refrigerator ]

First, with reference to fig. 4A, the operation of the internal combustion engine control device 100 when the sensor correction processing at the time of the cold power supply on is executed will be described. It is preferable that the sensor correction process at the time of the cold engine power supply on be executed so that the engine operation state control process during the operation of the internal combustion engine 1 is executed with higher accuracy. That is, when the sensor correction process at the time of the cold power supply on is executed, the engine operating state control process during the operation of the internal combustion engine 1 is executed after completion of the sensor correction process.

Fig. 4A is a flowchart showing the flow of the sensor correction process at the time of the cold power supply on in the internal combustion engine control device 100 of the present embodiment.

At the time when the internal combustion engine control device 100 is operated by turning on an ignition switch, not shown, of the vehicle, the flowchart shown in fig. 4A is started, and the sensor correction processing at the time of the cold power on proceeds to the processing of step S1.

In the processing of step S1, the CPU 107b determines whether or not the ignition switch of the vehicle is turned on for the first time, that is, whether or not the refrigerator power supply is turned on for the first time after the vehicle is manufactured. For example, by referring to the on/off information of the flag in the memory 107a that is turned on at the time when the refrigerator power is first turned on after the vehicle is manufactured, it is possible to determine whether or not the refrigerator power is first turned on after the vehicle is manufactured. If the determination result indicates that the chiller power supply has been turned on, the CPU 107b ends the series of sensor correction processing this time. On the other hand, when the first cold power is turned on, the CPU 107b advances the sensor correction process to the process of step S2.

In the processing of step S2, the CPU 107b detects the engine speed NE based on the electric signal input from the crank angle sensor 102, and determines whether or not the engine 1 is started based on the engine speed NE. If the internal combustion engine 1 is started as a result of the determination, the CPU 107b ends the series of sensor correction processing this time. On the other hand, when the internal combustion engine 1 has not been started, the CPU 107b advances the sensor correction process to the process of step S3.

In the process of step S3, the CPU 107b determines whether or not the intake air temperature TA, the engine representative temperature TE, and the wall surface temperature TCC on the intake valve 12 side are within a predetermined error range, based on the electric signals input from the intake air temperature sensor 103, the water temperature sensor 101, and the intake side temperature sensor 105. As a result of the determination, if these temperatures are not within the respective predetermined error ranges, the CPU 107b ends the series of sensor correction processing of this time. On the other hand, when these temperatures are within the respective predetermined error ranges, the CPU 107b advances the sensor correction process to the process of step S4.

In the process of step S4, the CPU 107b refers to the main data stored in the memory 107a correspondingly, and compares the intake air temperature TA and the engine representative temperature TE with the wall surface temperature TCC on the intake valve 12 side, thereby correcting the error in the wall surface temperature TCC on the intake valve 12 side, respectively. For example, in the case where the wall surface temperature TCC is 2 ℃ higher than the standard temperature in the main data that should be obtained using the intake air temperature TA and the engine representative temperature TE, respectively, the CPU 107b corrects the wall surface temperature TCC to be lowered by 2 ℃. Here, as the main data, the following data are used: the correspondence relationship between the intake air temperature TA and the engine representative temperature TE in the internal combustion engine 1 and the wall surface temperature TCC on the intake valve 12 side, which exhibit the output characteristics of the mass production median, is set in advance based on their actual detected temperatures and stored in the memory 107 a. In addition, the above-described correction may be performed using one of the intake air temperature TA and the engine representative temperature TE as necessary, or may be performed using another reference temperature as well. As a result, the intake side temperature sensor 105 can be corrected with high accuracy so that the performance of the mass production central specification of the internal combustion engine 1 can be exhibited, and as a result, the engine operating state control process during the operation of the internal combustion engine 1 can be executed with high accuracy. Thereby, the process of step S4 is completed, and the series of sensor correction processes of this time ends.

[ control Process for operating State of internal Combustion Engine during operation ]

Next, the operation of the engine control device 100 when executing the engine operating state control process during the operation of the internal combustion engine 1 will be described with reference to fig. 4B and fig. 5A to 5C.

Fig. 4B is a flowchart showing a flow of the engine operating state control process during the operation of the internal combustion engine 1 by the internal combustion engine control device 100 of the present embodiment. Fig. 5A is a schematic diagram showing a characteristic curve of the relationship between the torque generated by the internal combustion engine 1 and the knock generation threshold value used in the engine operating state control processing of the internal combustion engine control device 100 of the present embodiment, fig. 5B is a schematic diagram showing table data of the relationship between the engine speed and the throttle opening degree and the MBT threshold value used in the engine operating state control processing of the internal combustion engine control device 100 of the present embodiment, and fig. 5C is a schematic diagram showing table data of the relationship between the engine speed and the throttle opening degree and the mass combustion point threshold value used in the engine operating state control processing of the internal combustion engine control device 100 of the present embodiment.

At the time when the ignition switch, not shown, of the vehicle is turned on to operate the internal combustion engine control device 100, the flowchart shown in fig. 4B is started, and the engine operating state control process during the operation of the internal combustion engine 1 proceeds to the process of step S11. The engine operating state control process during the operation of the internal combustion engine 1 is repeatedly executed at predetermined control intervals during the operation of the internal combustion engine control device 100.

In the processing of step S11, the CPU 107b detects the engine speed NE from the electric signal input from the crank angle sensor 102, and determines whether the internal combustion engine 1 is in operation or not based on the engine speed NE. If the internal combustion engine 1 is not in operation as a result of the determination, the CPU 107b ends the series of engine operation state control processing of this time. On the other hand, when the internal combustion engine 1 is operating, the CPU 107b advances the engine operating state control process to the process of step S12.

In the process of step S12, the CPU 107b calculates a difference Δ TCC (═ TCC-TE) between the engine representative temperature TE and the wall surface temperature TCC on the intake valve 12 side, based on the electric signals input from the water temperature sensor 101 and the intake side temperature sensor 105. Here, the wall surface temperature TCC on the intake valve 12 side is a temperature of a portion to which a flame generated by the ignition of the air-fuel mixture in the combustion chamber 9 is unlikely to propagate, and is a temperature that sensitively reacts to the state of combustion of the air-fuel mixture in the combustion chamber 9, and the engine representative temperature TE is a temperature that representatively indicates the temperature of the cylinder block 2 including the combustion chamber 9 of the internal combustion engine 1 as the temperature of the internal combustion engine 1 and that does not sensitively react to the state of combustion of the air-fuel mixture in the combustion chamber 9, compared to the wall surface temperature TCC on the intake valve 12 side, and therefore, when the combustion state in the combustion chamber 9 is good, the difference Δ TCC therebetween shows a larger value, and on the other hand, when the ignition timing is in the retarded state and the output of the internal combustion engine 1 is low, the difference Δ TCC therebetween shows a smaller value. Therefore, the value of the difference Δ TCC between the engine representative temperature TE and the wall surface temperature TCC on the intake valve 12 side is an index indicating the good/bad state of combustion in the combustion chamber 9. Thus, the process of step S12 is completed, and the engine operating state control process proceeds to the process of step S13.

In the process of step S13, the CPU 107b determines whether or not the value of the difference Δ TCC calculated in the process of step S12 is equal to or less than a threshold value (knock generation threshold value) corresponding to the knock level of the internal combustion engine 1. Specifically, in the present embodiment, data of a characteristic curve L1 in which a knock generation threshold is defined with respect to the torque of the internal combustion engine as shown in fig. 5A is stored in the memory 107 a. The CPU 107b calculates the engine speed NE and the throttle valve opening TH from the electric signals input from the crank angle sensor 102 and the throttle valve opening sensor 104, derives the torque of the engine from the engine speed NE and the throttle valve opening TH, and reads out the knock generation threshold corresponding to the torque of the engine from the data of the characteristic curve L1 shown in fig. 5A. Then, the CPU 107b determines whether or not the value of the difference Δ TCC is equal to or less than the read knock generation threshold. As a result of the determination, if the value of the difference Δ TCC is larger than the knock generation threshold value, the CPU 107b advances the engine operating state control process to the process of step S17. On the other hand, when the value of the difference Δ TCC is equal to or less than the knock generation threshold, the CPU 107b advances the engine operating state control process to the process of step S14.

In the processing of step S14, the CPU 107b determines whether or not the value of the difference Δ TCC calculated in the processing of step S12 is equal to or less than a threshold value corresponding to the ignition timing that maximizes the Torque of the internal combustion engine 1 (MBT (Minimum advance for the Minimum ignition timing of the maximum Torque)) threshold value. Specifically, in the present embodiment, table data of the value Txy corresponding to the MBT threshold value with respect to the engine speed NE and the throttle valve opening TH as shown in fig. 5B is stored in the memory 107 a. The CPU 107B reads out the MBT threshold Txy corresponding to the engine speed NE and the throttle valve opening TH from the table data shown in fig. 5B based on the electric signals input from the crank angle sensor 102 and the throttle valve opening sensor 104. The CPU 107b determines whether or not the value of the difference Δ TCC is equal to or less than the read MBT threshold Txy. As a result of the determination, if the value of the difference Δ TCC is greater than the MBT threshold Txy, the CPU 107b advances the engine operating state control process to the process of step S17. On the other hand, when the value of the difference Δ TCC is equal to or less than the MBT threshold Txy, the CPU 107b advances the engine operating state control process to the process of step S15.

In the process of step S15, the CPU 107b determines whether or not the value of the difference Δ TCC calculated in the process of step S12 is equal to or less than a threshold value (mass combustion point threshold value) corresponding to a predetermined (e.g., 50%) mass combustion crank angle of the internal combustion engine 1. Specifically, in the present embodiment, table data of values TTxy corresponding to the mass combustion point threshold values with respect to the engine speed NE and the throttle valve opening TH as shown in fig. 5C is stored in the memory 107 a. The CPU 107b reads out the mass combustion point threshold TTxy corresponding to the current engine speed NE and throttle valve opening TH from the table data shown in fig. 5C based on the electric signals input from the crank angle sensor 102 and throttle valve opening sensor 104. The CPU 107b determines whether or not the value of the difference Δ TCC is equal to or less than the read mass combustion point threshold TTxy. As a result of the determination, if the value of the difference Δ TCC is greater than the mass combustion point threshold TTxy, the CPU 107b advances the engine operating state control process to the process of step S17. On the other hand, when the value of the difference Δ TCC is equal to or less than the mass combustion point threshold TTxy, the CPU 107b advances the engine operating state control process to the process of step S16.

In the process of step S16, the CPU 107b typically performs feedback control on the ignition timing of the ignition plug 10 to advance the ignition timing of the air-fuel mixture in the combustion chamber 9, thereby controlling the operating state of the internal combustion engine 1. Thereby, the process of step S16 is completed, and the series of engine operating state control processes ends.

In the process of step S17, the CPU 107b controls the operating state of the internal combustion engine 1 by retarding the ignition timing of the air-fuel mixture in the combustion chamber 9 by feedback-controlling the ignition timing of the ignition plug 10 typically. Thereby, the process of step S17 is completed, and the series of engine operating state control processes ends.

Here, an example of a timing chart of the operation state control of the internal combustion engine 1 based on execution of the engine operation state control process when the internal combustion engine 1 to which the engine operation state control process in the internal combustion engine control device 100 as described above is applied is in operation will be described below with reference to fig. 6.

Fig. 6 is a timing chart of the engine operating state control process at the time of vehicle acceleration in the engine control device 100 according to the present embodiment. In addition, in fig. 6, the MBT threshold value Txy or the mass combustion point threshold value TTxy is taken as a target value, which is shown as a value smaller than the knock generation threshold value. Further, the MBT threshold value Txy or the mass combustion point threshold value TTxy shown in fig. 5B or 5C is set in accordance with the rotation speed of the internal combustion engine 1 and the throttle opening degree, that is, the torque of the internal combustion engine 1.

As shown in fig. 6, during the period from time t0 to time t1 after the warm-up of the internal combustion engine 1, the value of the difference Δ TCC between the engine representative temperature TE and the wall surface temperature TCC on the intake valve 12 side is equal to or less than the target value (MBT threshold Txy or mass combustion point threshold TTxy), so the ignition timing of the ignition plug 10 is advanced.

Next, during the period from time t1 to time t4, the value of the difference Δ TCC is greater than the target value, and therefore the ignition timing of the spark plug 10 is retarded. Here, in the period from time t2 to time t3, the value of the difference Δ TCC is larger than not only the target value but also the knock generation threshold value, and therefore, in order to converge the difference Δ TCC to the target value as soon as possible, it is preferable to increase the retardation amount of the ignition timing of the spark plug 10 as compared with the periods from time t1 to time t2 and from time t3 to time t 4.

Further, during the period after time t4, the value of the difference Δ TCC is equal to or smaller than the target value, and therefore the ignition timing of the spark plug 10 is advanced.

In order to simplify the engine operating state control process during the operation of the internal combustion engine 1, the ignition timing of the ignition plug 10 may be controlled directly based on the value of the difference Δ TCC calculated in the process of step S12, and in the above case, the processes of step S13 to step S15 may be omitted. Specifically, a table, a map, or the like, to which the advance amount or the retard amount of the ignition timing of the ignition plug 10 is assigned with respect to the difference Δ TCC is stored in the memory 107a in advance, and the CPU 107b can also search for the advance amount or the retard amount of the ignition timing of the ignition plug 10 from the table, the map, or the like based on the difference Δ TCC. Further, since parameters for controlling the operating state of the internal combustion engine 1 include the fuel injection amount, the air supply amount, the EGR amount, and the like in addition to the ignition timing, the operating state of the internal combustion engine 1 can be controlled by adjusting the fuel injection amount, the air supply amount, the EGR amount, and the like in addition to the adjustment of the ignition timing, and the operating state of the internal combustion engine 1 can be controlled by appropriately combining these. Further, instead of the difference Δ TCC between the engine representative temperature TE and the wall surface temperature TCC on the intake valve 12 side, the ratio of the engine representative temperature TE and the wall surface temperature TCC on the intake valve 12 side may be used. Note that, the data of the characteristic curve L1 shown in fig. 5A and the table data shown in fig. 5B and 5C may be set to be capable of obtaining the output of the internal combustion engine 1 (main internal combustion engine) exhibiting the output characteristic of the mass production median, or may be set to be capable of obtaining the individual output of the internal combustion engine 1.

Here, a preferable example of the calculation method of the difference Δ TCC in the case where the internal combustion engine 1 shows individual differences with respect to the main internal combustion engine in the relationship between the torque it generates and the difference Δ TCC between the engine representative temperature TE and the wall surface temperature TCC on the intake valve 12 side is described below also with reference to fig. 7.

For example, as shown in fig. 7, when the internal combustion engine 1 shows individual differences to the side where the difference Δ TCC is smaller than the main internal combustion engine, the ignition timing of the ignition plug 10 is set to the advance side, and the difference Δ TCC is amplified toward the MBT threshold Txy or the mass combustion point threshold TTxy, whereby efficiency can be improved. On the other hand, for example, as shown in fig. 7, when the internal combustion engine 1 shows an individual difference to the side where the difference Δ TCC is large with respect to the main internal combustion engine, the ignition timing of the ignition plug 10 is set to the retard side to narrow the difference Δ TCC, thereby suppressing occurrence of knocking. In other words, according to the internal combustion engine control device 100 of the present embodiment, when the internal combustion engine 1 shows individual differences in relation between the torque and the difference Δ TCC with respect to the main internal combustion engine, effective control can be achieved.

In the engine operating state control processing of the engine control device 100 according to the present embodiment described above, 3 kinds of thresholds, that is, the knock generation threshold, the MBT threshold, and the mass combustion point threshold, are applied to the series of threshold determination processing of steps S13 to S15, but the priority order and combination of the processing of these thresholds may be changed according to the combustion characteristics and specifications of the engine 1, the kind and specifications of the fuel used therefor, and the like. Hereinafter, a modification of the combination and the priority in processing for changing the threshold will be described in detail with reference to fig. 8 to 10.

Fig. 8 is a flowchart showing a flow of the engine operating state control process in the modification of the present embodiment. Fig. 9 is a flowchart showing a flow of an engine operating state control process in another modification of the present embodiment. Fig. 10 is a flowchart showing a flow of an engine operating state control process in still another modification of the present embodiment.

First, the series of threshold value determination processing of steps S13 to S15 shown in fig. 4B is suitably applied to an example of a combination of the internal combustion engine 1 and its fuel used, in which the order of the difference Δ TCC between the engine representative temperature TE and the wall surface temperature TCC on the intake valve 12 side and the knock generation threshold, the MBT threshold, and the mass combustion point threshold decreases correspondingly, and such a configuration example is practically common in the internal combustion engine 1 mounted on a commercially available two-wheeled motor vehicle or the like.

On the other hand, the difference Δ TCC itself may exhibit a practically relatively small value depending on the combustion characteristics and specifications of the internal combustion engine 1, the kind and specifications of the fuel used therefor, and the like. In the above case, the threshold value determination process is executed only for the knock generation threshold value, whereby the engine operating state control process can be simplified and practically excellent combustion characteristics of the internal combustion engine 1 can be obtained. The flow of the engine operating state control process in which the threshold value discrimination process is thus executed only for the knock generation threshold value is shown in fig. 8, where the threshold value discrimination process to which only the knock generation threshold value in step S13 shown in fig. 4B is applied is executed.

Depending on the specifications of the internal combustion engine 1 and the like, it may be the most important arrangement to realize an ignition timing that maximizes the output torque. In the above case, the threshold value determination process is executed only for the MBT threshold value, whereby the engine operating state control process can be simplified, and the output characteristics of the internal combustion engine 1 that are practically required can be obtained. Fig. 9 shows the flow of the engine operating state control process in which the threshold value discrimination process is executed only for the MBT threshold value, and here, the threshold value discrimination process is executed to which only the MBT threshold value in step S14 shown in fig. 4B is applied.

Depending on the type of fuel used in the internal combustion engine 1, it may be the most important arrangement to realize a combustion period in consideration of the influence of the fuel on the combustion of the internal combustion engine 1. In the above case, the threshold value determination process is executed only for the mass combustion point threshold value, whereby the engine operating state control process can be simplified and the combustion characteristics of the internal combustion engine 1 practically required can be obtained. Fig. 10 shows the flow of the engine operating state control process in which the threshold value determination process is executed only for the mass combustion point threshold value, and here, the threshold value determination process is executed to which only the mass combustion point threshold value in step S15 shown in fig. 4B is applied.

As is apparent from the above description, in the internal combustion engine control device 100 according to the present embodiment, the control unit 107b controls the operating state of the internal combustion engine 1 based on the 1 st temperature TCC corresponding to the temperature of the 1 st site in the wall portion of the internal combustion engine 1 that defines the combustion chamber 9 and the 2 nd temperature TE corresponding to the temperature of the 2 nd site on the outer wall surface side of the wall portion with respect to the 1 st site, so that the combustion state in the combustion chamber 9 can be detected with a simple configuration and the operating state of the internal combustion engine 1 can be controlled based on the detected combustion state. In particular, the 1 st temperature TCC corresponding to the temperature of the 1 st site to which the flame generated by the ignition of the air-fuel mixture in the combustion chamber 9 is unlikely to propagate and the 2 nd temperature TE corresponding to the temperature of the 2 nd site can be used as appropriate indicators indicating the adequacy/inadequacy of the combustion state in the combustion chamber 9, and therefore, even in a transient temperature state such as warm-up of the internal combustion engine 1 or a low temperature state caused by the operation of the internal combustion engine 1 at a relatively low load, the combustion state in the combustion chamber 9 can be grasped with high accuracy, and the operating state of the internal combustion engine 1 can be controlled. Further, by appropriately controlling the operating state of the internal combustion engine 1 in this way, the fuel consumption rate of the internal combustion engine 1 can be improved. Further, in the conventional internal combustion engine, the threshold value of the ignition timing corresponding to the occurrence of knocking is set to be large toward the retard side in consideration of the individual difference, and therefore there is room for improvement in efficiency, but according to the internal combustion engine control device 100 of the present embodiment, the threshold value of the ignition timing can be made to be on the more advanced side in consideration of the individual difference of the internal combustion engine, and therefore, the internal combustion engine 1 can be made more efficient. In particular, since the cooling capacity of the internal combustion engine 1 can be considered based on the 1 st temperature TCC and the 2 nd temperature TE, for example, when the cooling capacity is sufficient, the ignition timing can be advanced, and the internal combustion engine 1 can be made more efficient. Further, in the knock sensor, the higher the engine speed of the vehicle, the more likely it is that vibrations due to various factors of the vehicle will be erroneously determined as vibrations due to knocking, and in view of this, by detecting the 1 st temperature TCC and the 2 nd temperature TE, it is not necessary to detect vibrations of the vehicle by the knock sensor, and it is possible to prevent vibrations due to various factors of the vehicle from being erroneously determined as vibrations due to knocking.

In the internal combustion engine control device 100 according to the present embodiment, the control unit 107b derives the value Δ TCC based on the 1 st temperature TCC and the 2 nd temperature TE, sets a predetermined threshold value based on the torque of the internal combustion engine 1, and controls the operating state of the internal combustion engine 1 based on the value Δ TCC and the predetermined threshold value, so that the operating state of the internal combustion engine 1 can be appropriately controlled based on the value Δ TCC and the predetermined threshold value.

In the internal combustion engine control device 100 according to the present embodiment, the value Δ TCC is a difference or ratio between the 1 st temperature TCC and the 2 nd temperature TE, and therefore the operating state of the internal combustion engine 1 can be appropriately controlled based on the difference or ratio between the 1 st temperature TCC and the 2 nd temperature TE and a predetermined threshold value.

In the internal combustion engine control device 100 according to the present embodiment, the control unit 107b performs control to advance or retard the ignition timing of the internal combustion engine 1 based on the magnitude relationship between the value Δ TCC and the predetermined threshold value, and since the predetermined threshold value is a threshold value corresponding to the knock level of the internal combustion engine 1, it is possible to control the ignition timing with high accuracy and to control with high accuracy so as to suppress occurrence of knocking with respect to the operating state of the internal combustion engine 1.

In the internal combustion engine control device 100 according to the present embodiment, the control unit 107b sets the predetermined threshold Txy corresponding to the ignition timing at which the torque of the internal combustion engine 1 is maximized, and thus can control the ignition timing with higher accuracy and also control the operating state of the internal combustion engine 1 so as to generate the maximum torque with higher accuracy.

In the internal combustion engine control device 100 according to the present embodiment, the control unit 107b sets the predetermined threshold value TTxy corresponding to the predetermined mass combustion crank angle of the internal combustion engine 1, and therefore, the ignition timing can be controlled with higher accuracy and the operating state of the internal combustion engine 1 can be controlled with higher accuracy corresponding to the predetermined mass combustion crank angle.

Further, in the internal combustion engine control device 100 of the present embodiment, the 1 st temperature TCC is detected by the temperature sensor 105 attached to the attachment site on the intake valve 12 side of the internal combustion engine 1 as the temperature of the wall portion on the intake valve 12 side of the internal combustion engine 1, and therefore, the temperature of the wall portion on the intake valve 12 side of the internal combustion engine 1, which significantly shows the tendency that the flame generated by the ignition of the air-fuel mixture in the combustion chamber 9 is less likely to propagate, can be used as the 1 st temperature TCC, and the combustion state in the combustion chamber 9 can be reliably detected using the 1 st temperature TCC, and the operating state of the internal combustion engine 1 can be controlled based on this combustion state.

In the internal combustion engine control device 100 according to the present embodiment, the 1 st temperature sensor element 105c of the temperature sensor 105 is attached to the internal combustion engine 1 so as to be exposed to the combustion chamber 9 via the recess 8e, and the recess 8e is provided recessed from the inner wall surface 8b of the wall portion of the internal combustion engine 1 that partitions the combustion chamber 9 and is open to the inner wall surface 8b, so that the 1 st temperature TCC can be detected by the 1 st temperature sensor element 105c with a simple configuration, and the operating state of the internal combustion engine 1 can be controlled based on such a detected temperature. In particular, by disposing the 1 st temperature sensor element 105c in the case 105b of the temperature sensor 105 so as to correspond to the recess 8e, and by providing the recess 8e so as to be open to and recessed from the inner wall surface of the cylinder head 8 or the cylinder block 2 that defines the combustion chamber 9, it is possible to alleviate the impact received by the combustion flow, and to directly detect the 1 st temperature TCC, and it is possible to accurately grasp the combustion state in the combustion chamber 9 using the 1 st temperature TCC, and to control the operating state of the internal combustion engine 1.

In the internal combustion engine control device 100 according to the present embodiment, the temperature sensor 105 is a single temperature sensor in which the 1 st temperature sensor element 105c and the 2 nd temperature sensor element 105d share the case 105b, and the control unit 107b controls the operating state of the internal combustion engine 1 using the 1 st temperature TCC detected by the 1 st temperature sensor element 105c and the 2 nd temperature TE detected by the 2 nd temperature sensor element 105d, so that the configuration of the temperature sensor 105 can be simplified and the 1 st temperature TCC and the 2 nd temperature TE can be detected.

In the internal combustion engine control device 100 according to the present embodiment, the control unit 107b controls the operating state of the internal combustion engine 1 based on the difference Δ TCC between the 1 st temperature TCC corresponding to the wall surface temperature of the combustion chamber 9 of the internal combustion engine 1 and the 2 nd temperature TE corresponding to the representative temperature of the internal combustion engine 1, and therefore, the combustion state in the combustion chamber 9 can be detected with a simple configuration, and the operating state of the internal combustion engine 1 can be controlled based on the detected combustion state. In particular, the difference Δ TCC between the wall surface temperature TCC of the combustion chamber 9, to which the flame generated by the ignition of the air-fuel mixture in the combustion chamber 9 is unlikely to propagate, and the engine representative temperature TE, which typically represents the temperature of the cylinder block 2 including the combustion chamber 9 as the temperature of the internal combustion engine 1, can be used as an appropriate index indicating the adequacy/inadequacy of the combustion state in the combustion chamber 9, and therefore, even in a temperature state at which the internal combustion engine 1 is in a transient state such as warm-up or in a low temperature state due to the operation of the internal combustion engine 1 at a relatively low load, the combustion state in the combustion chamber 9 can be grasped with high accuracy, and the operation state of the internal combustion engine 1 can be. Further, by appropriately controlling the operating state of the internal combustion engine 1 in this way, the fuel consumption rate of the internal combustion engine 1 can be improved.

Further, in the internal combustion engine control device 100 of the present embodiment, the 1 st temperature TCC is detected by the temperature sensor 105 attached to the attachment site on the intake valve 12 side of the internal combustion engine 1 as the wall surface temperature of the combustion chamber 9 on the intake valve 12 side of the internal combustion engine 1, and therefore, the wall surface temperature of the combustion chamber 9 on the intake valve 12 side of the internal combustion engine 1, which significantly shows the tendency that the flame generated by the ignition of the air-fuel mixture in the combustion chamber 9 is less likely to propagate, can be used as the 1 st temperature TCC, and the combustion state in the combustion chamber 9 can be reliably detected using the 1 st temperature TCC, and the operating state of the internal combustion engine 1 can be controlled based on this combustion state.

In the internal combustion engine control device 100 according to the present embodiment, the control unit 107b controls the operating state of the internal combustion engine 1 by controlling the ignition timing of the air-fuel mixture based on the difference Δ TCC between the 1 st temperature TCC and the 2 nd temperature TE, and thus the ignition timing can be appropriately controlled and the operating state of the internal combustion engine 1 can be appropriately controlled.

In the internal combustion engine control device 100 according to the present embodiment, the control unit 107b performs control to advance or retard the ignition timing based on the magnitude relationship between the difference Δ TCC between the 1 st temperature TCC and the 2 nd temperature TE and the predetermined threshold, and the predetermined threshold is set to include the 1 st threshold corresponding to the knock level of the internal combustion engine 1, so that the ignition timing can be controlled with high accuracy, and the occurrence of knocking can be controlled with high accuracy with respect to the operating state of the internal combustion engine 1.

In the internal combustion engine control device 100 according to the present embodiment, the predetermined threshold value is set to include the 2 nd threshold value corresponding to the ignition timing at which the torque of the internal combustion engine 1 is maximized, so that the ignition timing can be controlled with higher accuracy, and the generation of the maximum torque can be controlled with higher accuracy with respect to the operating state of the internal combustion engine 1.

In the internal combustion engine control device 100 according to the present embodiment, the predetermined threshold value is set to include the 3 rd threshold value corresponding to the predetermined mass combustion crank angle of the internal combustion engine 1, so that the ignition timing can be controlled with higher accuracy and the operating state of the internal combustion engine 1 can be controlled with higher accuracy corresponding to the predetermined mass combustion crank angle.

In the internal combustion engine control device 100 of the present embodiment, the control unit 107b controls the operating state of the internal combustion engine 1 by using the temperature of the combustion chamber 9 calculated from the temperature information of the combustion chamber 9 detected by the 1 st temperature sensor element 105c of the temperature sensor 105, and the 1 st temperature sensor element 105c is attached to the internal combustion engine 1 so as to be exposed to the combustion chamber 9 via the concave portion 8e, and the concave portion 8e is recessed from the inner wall surface 8b of the wall portion of the internal combustion engine 1 defining the combustion chamber 9 and is opened to the inner wall surface 8b, so that the temperature and the like of the combustion chamber 9 of the internal combustion engine 1 can be detected with a simple configuration, and the operating state of the internal combustion engine 1 can be controlled based on such detected temperature. In particular, by disposing the 1 st temperature sensor element 105c in the housing 105b of the temperature sensor 105 so as to correspond to the recess 8e, and providing the recess 8e so as to be recessed from the inner wall surface of the cylinder head 8 or the cylinder block 2 that defines the combustion chamber 9, it is possible to alleviate the impact received by the combustion flow, directly detect the temperature of the combustion chamber 9, accurately grasp the combustion state in the combustion chamber 9 using the temperature of the combustion chamber 9, and control the operating state of the internal combustion engine 1.

In the present invention, the types, shapes, arrangements, numbers, and the like of the components are not limited to those of the above-described embodiments, and it goes without saying that the components can be appropriately replaced with components and the like that can exert equivalent operational effects, and it is needless to say that the components can be appropriately modified within a range not departing from the gist of the present invention.

Industrial applicability

As described above, the present invention can provide an internal combustion engine control device that can detect a combustion state in a combustion chamber and control an operation state of an internal combustion engine according to the combustion state with a simple configuration, and is expected to be widely applied to internal combustion engine control devices for vehicles and the like due to its general and widespread nature.

Claims

1. An internal combustion engine control device having a control portion that controls an operating state of an internal combustion engine of a vehicle mounted with the internal combustion engine and a temperature sensor that detects temperature information on the internal combustion engine, using a temperature related to the internal combustion engine calculated from temperature information,

the control portion controls the operating state of the internal combustion engine using a1 st temperature calculated from temperature information detected by a1 st temperature sensor element and a2 nd temperature calculated from temperature information detected by a2 nd temperature sensor element, wherein the 1 st temperature sensor element is housed in a case of the temperature sensor as a constituent element of the temperature sensor, and is attached to the internal combustion engine so as to be exposed to a combustion chamber via a recess portion that is provided recessed from an inner wall surface of a wall portion of the internal combustion engine that divides the combustion chamber and is open on the inner wall surface, the 2 nd temperature sensor element is housed in the case as a constituent element of the temperature sensor and shares the case of the temperature sensor with the 1 st temperature sensor element, and is inserted into the case through the wall portion in a hole axial direction of a through hole that passes through the wall portion and allows the case to be inserted toward the recess portion And is arranged closer to the outer wall surface side of the wall portion than the 1 st temperature sensor element.

2. The internal combustion engine control apparatus according to claim 1,

the control unit controls the operating state of the internal combustion engine based on the 1 st temperature corresponding to a1 st portion of the wall portion on the combustion chamber side and the 2 nd temperature corresponding to a2 nd portion of the wall portion on the outer wall surface side from the 1 st portion.

3. The internal combustion engine control apparatus according to claim 1 or 2,

the control portion derives a value based on the 1 st temperature and the 2 nd temperature, and sets a prescribed threshold value according to a torque of the internal combustion engine,

the control unit controls the operating state of the internal combustion engine based on the value and the predetermined threshold value.

4. The control device of the internal combustion engine according to claim 3,

the value is a difference or ratio of the 1 st temperature and the 2 nd temperature.

5. The control device of the internal combustion engine according to claim 3,

the control unit performs control for advancing or retarding the timing of ignition of the internal combustion engine based on a magnitude relationship between the value and the predetermined threshold value,

the predetermined threshold value is a threshold value corresponding to a knock level of the internal combustion engine.

6. The internal combustion engine control apparatus according to claim 1 or 2,

the control portion derives a value based on the 1 st temperature and the 2 nd temperature, and sets a predetermined threshold value corresponding to a timing of ignition at which a torque of the internal combustion engine is maximized,

7. The internal combustion engine control apparatus according to claim 6,

8. The internal combustion engine control apparatus according to claim 6,

the control unit performs control for advancing or retarding the timing of ignition of the internal combustion engine, based on a magnitude relationship between the value and the predetermined threshold value.

9. The internal combustion engine control apparatus according to claim 1 or 2,

the control unit derives a value based on the 1 st temperature and the 2 nd temperature, and sets a predetermined threshold value corresponding to a predetermined mass combustion crank angle of the internal combustion engine,

10. The internal combustion engine control apparatus according to claim 9,

11. The internal combustion engine control apparatus according to claim 9,

12. The internal combustion engine control apparatus according to claim 1 or 2,

the control portion controls the operating state of the internal combustion engine based on the 1 st temperature and the 2 nd temperature,

the 1 st temperature is detected by the 1 st temperature sensor element in the temperature sensor mounted at a mounting site on an intake valve side of the internal combustion engine as a temperature of the wall portion on the intake valve side of the internal combustion engine.

13. The internal combustion engine control apparatus according to claim 1 or 2,

the control unit controls the operating state of the internal combustion engine based on a difference between the 1 st temperature and the 2 nd temperature, wherein the 1 st temperature corresponds to a wall surface temperature of the combustion chamber, and the 2 nd temperature corresponds to an outer wall surface temperature of the wall portion.

14. The internal combustion engine control apparatus according to claim 13,

the control unit controls the operating state of the internal combustion engine by controlling the timing of ignition of the air-fuel mixture based on the difference between the 1 st temperature and the 2 nd temperature.

15. The internal combustion engine control apparatus according to claim 13,

the control unit performs control for advancing or retarding the timing of ignition based on a magnitude relationship between the difference between the 1 st temperature and the 2 nd temperature and a predetermined threshold value,

the predetermined threshold value is set to include a1 st threshold value corresponding to a knock level of the internal combustion engine.

16. The internal combustion engine control apparatus according to claim 15,

the predetermined threshold value is set to include a2 nd threshold value corresponding to the timing of ignition that maximizes the torque of the internal combustion engine.

17. The control apparatus of the internal combustion engine according to claim 16,

the predetermined threshold value is set to include a 3 rd threshold value corresponding to a predetermined mass combustion crank angle of the internal combustion engine.